Engine starting apparatus



original Filed Feb. 25, 1935 2 Sheets-Sheet 1 um Nm |l m wm. A mm NN QN hi 1 I om m, f I mw .n mitm b Al s mm. t @s @Q DN Hu mmv NCW. l! ww v vw Si .mn ISI- 1 :H I ma A S l N im l ,VQ v r Dec. 1 3, 1938. R, P. LANSING 2,140,083

ENGINE STARTING APPARATUS Original Filed Feb. 25, 1935 2 Sheets-Sheet 2 INVENTOR.

Patented Dec. 13, 1938.

UNITED STATES PATENT- OFFICE ENGmE STARTING APPARATUS Application February 25, 1935, Serial No. 8,187 Renewed May 22, 1937 9 Claims.

My invention relates to engine starting apparatus for the starting of engines, such as internal combustion engines, more particularly but not necessarily airplane engines, -and an object thereof is to provide a simple, efficient and reliable apparatus capable of either manual or power operation, or both, characterized by the provision of simple and eiiicient inertia means such as a flywheel which is actuated by such power or 10 manual means for the accumulation and storing of energy, which is thereupon utilized by the application thereof to the engine for cranking such engine, and characterized also by the provision of uid pressure mechanism as the power means, the same in the present instance acting directly upon the inertia means or flywheel. The

uid under pressure which is utilized may be either air, gas, water or any other uid under pressure, and while a source of supply of such uid under pressure may be used in caseof airplanes, a tank of fluid under pressure may be carried onboard the airplane itself, if desired, and such tank may be removable for refilling, or may be charged or refilled from a pump driven by the airplane engine if desired. Usually at an airplane landing field, a supply o f compressed air is available and a line thereof may be carried to the airplane and the nozzle of the supply hose applied to my new apparatus for the purpose of cranking and starting the engine.-

Another object is to .provide novel starting mechanism embodyingan inertia member, an internal combustion engine for accelerating said inertia member, and means for manually cranking said engine to start vthe same.

Another object is to provide starting mechanism of the type embodying an inertia member and an internal combustion engine for accelerating the same, wherein said engine is automatically stopped when the energy stored in said inertia member is applied to the main engine to be started. f

Another object is to provide starting mechanism for an internalcombustion engine embodying an inertia member, an internal combustion engine for accelerating said inertia member, and

a magneto which provides ignition current for the accelerating engine and also serves as a booster magneto for the main or large engine to be started.

' A still further object is to provide starting mechanism for an internal combustion engine embodying an inertia member, a magneto, and means operable at a predetermined speed of rotation of said inertia member to engage the starting mechanismautomatically 4with the main engine to be started and to connect the magneto automatically with said main engine to serve as a booster magneto therefor.

Another-object is to provide starting mecha- 5 nism for internal combustion engines of the type embodying an inertia member, an internal combustion engine for accelerating the same and a magneto providing ignition current for the accelerating engine, wherein the accelerating en- 10 gine is automatically stopped when the energy stored in the inertia member is applied to the main engine to be started, but the magneto is driven from the inertia member and is adapted to serve as a booster magneto for the engine to l5 be started.

Another object is to provide automatically fired cartridge means to actuate the accelerating .engine coincidently with the automatic cut-oil of the pressure iiuid acting directly upon the in- 20 ertia member, the added impetus thus imparted to the accelerating engine being transmitted to the inertia member -to offset the loss of energy during the rst, or break-away stage of the engine cranking process.- Preferably this car- 25 tridge ring occurs at'the moment of coupling starter and engine parts, andv4 hence atk the moment of break-away. v

'I'hese and other objects will appear more fully hereinafter. a 30 One embodiment of the invention is illustrated in the accompanying drawings, but it isto be expressly understood that said drawings are for purposes.v of' illustration only, and are not to be construed, as a definition of the limits of the 35 invention, reference4 being had to the appended claims for this purpose.

In said drawings- Y Fig. 1- is a longitudinall sectionl through a starting mechanism embodying the invention, 40 one of the planetpinions being omitted in order to avoid obscuring the showing of the adjacent parts:`

Fig. 2 is a perspective view of certain details of Fig". 1;

Fig. 3 is a sub-assembly view ofv certain details of Fig. 1; I

Figs. 4 and 5 are diagrams of the electrical connections; and

Fig. 6 is a sectional view along line 6 6 of 50 Fig. 1.

Referring now to 'the drawings, wherein like reference charactersrefer to like parts throughout the several views, and particularly to Fig. 1,

the starting mechanism is housed in a sectional 55 casing I of any suitable form, the casing sections being secured together in any suitable manner and the inner casing section being provided with a flange 2 that is secured to the housing 3 of an internal combustion engine to be started in any suitable manner, as by means of screws 4. Extending across the casing and preferably formed integrally with one of the casing sections is a plate or diaphragm 5 that is provided with a suitable bearing boss 6 wherein'the hub 1 of a flywheel 8 is rotatably mounted in any suitable manner, as by means of ball bearings 9 'held in place by a'. suitable retaining ,ring I0. A short shaft extends through the hub 1 of the flywheel and is'suitably keyed thereto at I2, a collar I3 on said shaft and a lock nut I4. on the outer endthereof preventing relative longitudinal displacement of shaft and hub 1. I

Flywheel 8 is preferably of small size and light weight and is adapted for rotation at very high speed, the energy stored in the rapidly rotating flywheel being transmitted preferably through a train of reduction gearing and a yieldable driving connection to a driving member adapted to engage a member of an engine to be started. y In the form shown, gear teeth formed integrally with the inner end of shaft constitute a gear I 5 that meshes with a pinion |6 which is rotatably mounted by means of a stub shaft I1, preferably formed integrally therewith, inball bearings I8 carried by a boss I9 formed in the plate .or diaphragm 5. The inner end of shaft I1 is hub 22 of which is rotatably mounted on an ex- 7tatably mounted on thebarrel 24 in any suitable manner, as'by means of bushings 21 surrounding screws 28 threaded into said barrel member. A retaining ring 29 secured to the screws 28 retains the planetary gears on the bushings 21, and an internal ring gear 30 that is secured to the casing by means of screws 3| surrounds and meshes with said planetary gears.

The rotation of flywheel 8 is thus transmitt through a reduction gear train constituted Aby pinion I5, gear I6, gears 20, 2|, sun gear 22, planetary gears 26 and ring gear 30-to the barrel 24. The rotation of barrel 24 is in turn suitably transmitted, preferably through a yeildable driving connection, to a driving member or clutch j faw 32 that is adapted to be shifted axially into driving engagement with a corresponding clutch vjaw 33 formed on a member ofthe main engine to be started. In the form shown, an interiorly threaded nut 34 is positioned in the barrel 24 and is drivably connected therewith by means of a friction clutch formed by avplurality of friction disks 35, alternate disks being splined to the inner surface of barrel 24 and to the outer surface of nut 34. The disks 35 are held between a spacy ing ring 36 that is interposedbetween the outermost disk and the barrel 24 and a spacing ring 31 that is interposed between the innermost disk and fa collar 38 formed on the nut 34, and are resiliently pressed together by means of a plurality of coil springs 39 that are interposed between collar38 and spacer 31 and a nut 40 thats I and is secured on said shaft by a nut 62.

threaded in thel outer end of barrel 24. If desired, a ring 4| provided with a. plurality of studs 42 may be employed to maintain springs 39 in spaced relation around the axis of the nut and barrel. y

A short shaft 43 positioned within the nut 34 is exteriorly' threaded to engage the threads formed on the interior of the nut, the outer end of said shaft being splined to engage the interiorly splined hub 44 of clutch jaw 32. A rod 45 extends centrally through the extension 23 of barrel 24, shaft 43 and clutch jaw 32 and is provided on its inner end with a nut 46, a coil spring 41 surrounding said rod and being interposed between the outer face of clutch jaw 32 and shaft 43. Rod 45 is further provided with a shoulder 48 engaging the outer end of shaft 43, so that when said rod is pushed toward the left, as seen in Fig. l, by means described hereinafter,

.the threaded engagement between shaft 43 and nut 34 causes said shaft to move-toward the' left, compressing spring 41 and resiliently urging clutch jaw 32 inwardly into engagementl with clutch jaw 33. When the engine to be started starts under its own power, clutch jaw 33 overruns clutch jaw 32 and the inclined faces of. the teeth of said jaws are adapted to force clutch jaw 32 outwardly or to the left, as seen in Fig. 1,

and to restore .the parts to the position shown in the drawings.

It is desirable to employ an internal combustion engine to accelerate the flywheel 8 to the proper speed before the clutch jaws 32 and 33 are engaged, and preferably this accelerating engine is drivably connected with the flywheel 8 through suitable gearing and also through a oneway driving connection so that the flywheel is driven by the engine but energy will not be transmitted from the flywheel back to the engine. In the form shown, a two-cycle internal combustion engine of any suitable type is employed which, as shown, comprises the usual cylinder 49 and liner 50 in which reciprocates a piston 5| having a wrist pin 52 to which is pivoted a connecting rod 53.Y A crank pin 54, on which the end of the connecting rod 53 is rotatably mounted by means of a suitable roller bearing 55 and secured by means of a disk 56 and nut 51, is secured to or preferably formed integrally with a crank or disk 58, the hub 59 of which is keyed at 60 to one end of a shaft 6| Hub 59 is rotatably mountedby means of ball bearing 63 in the casing and constitutes a supporting bearing for one end of shaft 6|, and the crank- -case of the accelerating engine is sealed in anyy suitable manner as by means of a cork washer 64for the like compressed between a ring or nut 65 threaded on the end of hub 59 anda ring 66 drivably connected to shaft 6| in any suitable manner. A retaining ring 61 secured to the casing in any suitable manner maintains these parts in proper assembled relation. The other end of shaft 6| is mounted in a ball bearing 68 supported in a recess formed in a plate or diaphragm 69 preferably integral with one of the casing sections, and a retaining nut 10 is threaded on the inner end of the shaft. l

'Ihe shaft 6 which constitutes the crank shaft of the accelerating engine, is adapted to drive the flywheel 8 preferably through a suitable train of nected therewith by means of `an overrunning 78 roller clutch 12 of any suitable type that is adapted to transmit torque in one direction only, that is, the clutch transmits torque from shaft 6| tol gear 1| but the latter overruns shaft 6| 'l so that driving torque is not transmitted in the reverse direction. Gear teeth 13, preferably formed integrally with a shaft 14, constitute a pinion that meshes with gear 1|, the sha'ft 14 being rotatably mounted by means of ball bearings 15 supported in the plate or diaphragm 89.

Rotation of the shaft 14 is transmitted to ywheel 8 by any suitable means, which as shown, comprise a clutch jaw 16 drivingly secured in any suitable manner to the end of shaft 14 and engaging a corresponding clutch jaw 11 that is suitably attached as by means of rivets 18 to the flywheel 8. Endwise movement of shaft 14 is prevented by clutch jaw 16, a collar 19 engaged between the ball races of ball4 bearings 15, and a nut 80 threaded on the shaft 14 'and having engagement with the outermost ball race.-

For the purpose of providing ignition current for the accelerating engine, a magneto 8| of any suitable type is secured in any suitable manner to the casing section and is drivingly connected to a rotating part of the mechanism so as to be rotated with the crank shaft 6|. Preferably said magneto is adapted by means hereinafter'described to provide ignition current not only for i the accelerating engine, but also for the main engine to be started by clutch jaws 32, 33, and accordingly the driving connections for said magneto are such that the magneto armature is rotated not only by the accelerating engine, but

, also by the flywheel 8, although the accelerating y engine is stopped.

In the form shown, the shaft of the magneto 8| is drivably connected by means of cooperating clutch members 82, 83 with a shaft 84, which is rotatably mounted by means of ball bearings 85 -in the casing and with a gear 88 which is keyed to shaft 84 at 81 and meshes with gear 1| on shaft 6I. As above described, gear 1| may be driven by shaft 6| to rotate the flywheel 8, or may be' rotated by flywheel 8 and overrun the stationary shaft 6|, and the magneto armature is rotated in either case.

Any suitable means may be employed for starting the accelerating engine, said means preferably being manually operable and embodying an engine flywheel. Preferably, however, the driving-torque of a manually operable member is transmitted to the accelerating engine through the shaft 84, which as above described, is connected directly mth the magneto amature shaft, so that the rotation `of the magneto armature may be synchronized with the position of the piston 5| andI the accelerating engine will be properly timed. In the form shown, the outermost end of shaft 84 is hollow and is provided with a suitable slot 88 so that the usual hand crank (not shown) may be engagedtherewith. Positioned in the hollow shaft 84 is a short rod 89 that is resiliently urged outwardly by means of a suitable coil spring 90, and a pin 9| extends diametrically through the rod 89, through elongated slots 92 formed in the walls of shaft 84, and through the hub 93 of a clutch jaw 94 that is slidable on said shaft. When a hand crank is fitted to the end of shaft 84, rod 89 is pushed inwardly, and clutch jaw 94 is displaced longitudinally on the shaft 84 into engagement with a corresponding clutch jaw 95 that is suitably secured as by means of screws 96 to a gear91,

' the latter being mounted for rotation on shaft 84 by means of a suitable bushing 98 and meshing with al gear 99 that is keyed at |00 to shaft 6|. A flywheel |0| is suitably secured to a flange |02 formed on said gear 91 by means of screws |03. Thus when a hand crank is fltted to the end of shaft 84 and the shaft together with the magneto armature is rotated, clutch jaws 94, 95 are engaged and the rotation of shaft 8.4 is transmitted through gears 91 and 99 to crankshaft 8| to start the accelerating engine, flywheel |8| rotating simultaneously.

It will be seen that the relation between the angular position of the magneto armature and the position of piston 5| is controlled by the engagexnentof clutch jaws 94, 95, and said jaws are preferably of a typel engageable in only one relative position. This can be done by providing clutch' jaw 94 with two notches to be engaged by teeth formed on clutch jaw 95, and the driving faces of said notches and teeth, instead of being diametrically opposite one another, may be slightly offset so that they are engageable in only one relative position. With such an arrangement, no matter what may be the relative positions of the magneto armature and the piston 5| when the shaft 84 is ilrst turned by the" hand crank, the driving connection from the. hand crank to the crank shaft 6| Awill be established in only one predetermined relative position of the shafts 84 and 6| so that the accelerating engine will always be properly timed.

When the flywheel 8 is rotating and the clutch jaws 32 and 33 mesh, slippage results between the friction disks 35 and the flywheel 8 slows down as the energy stored therein is absorbed in turning over the engine to be started, and simultaneously with the engagement of said clutch jaws it is desirable that the accelerating engine be stopped. At this time the magneto 8|, which is still rotated by the flywheel 8, is available for use as a booster magneto for the engine to be started. Accordingly, novel means may be provided that are operated in common with the means for displacing the rod 45 to mesh the clutch jaws 32, 33 and which disconnect magneto 8| from the accelerating engine and connect it with the main engine to be started, thereby both stopping the accelerating engine and employingV the magneto as a booster. While any lsuitable means may be employed for this purpose, either manually or automatically operable, it is preferred to employ automatic means operable when the flywheel 8` has reached a predetermined speed for shifting rod 45 and for simultaneously operating suitable switching mechanism controlling the circuit of the magneto 8|. In the form shown in the drawings, said automatic means is constituted by a governor mechanism operated by centrifugal force and carried by shaft 14 that is drivingly connected with flywheel 8 to accelerate the latter.

Referring more particularly to Figs. l, 2, 3, and 4, the shaft 14 is provided with a straight splined portion |04 on which is mounted the correspondingly splined hub |05 of a Vplate |05 said'hub |05 seating against a collar |01 formed on shaft 14. A plate |08, that is mounted on the hub |05 and is suitably secured to plate |06, as by means of a rivet or rivets |09, is provided with diametrically opposite extensions in which are formed elongated slots H0. The' end of shaft 14 is provided with curved splines or ihreads |||l izol `coil springs |20, each extending from a pin H9 of one member H5 to a pivot pin ||8 of the other member H5. Flyweights H5 are positioned intermediate the flange H3 and plate |06, and

each yweight is provided adjacent the center of its outer periphery with a hole or opening |2| in each of which is positioned one end of a pin |22, the other ends of said pins |22 extending through the slots I in the plate |08. Pins |22 normally rest in the inner ends of slots H0, and the plate |08, flyweights H5, and the member I|2 and its flange I I3 normally rotate together in unison with the shaft 14. When the speed of rotation of shaft 14 becomes sufficiently great that the tension of springs |20 is overcome and the weightsV H move radially outward, pins |22 moving outwardly in slots H0, relative rotation is produced between member H2 and plates |06 and |08, that is, between member H2 and shaft 14, and the splines or threads cause member H2 to move longitudinally toward the end of shaft 14.

This longitudinal displacement of the -member H2 may be employed to operate the rod 45 and the switching mechanism above referred to by any suitable means. As shown in the drawings, a shaft |23 is rotatably mounted in a bearing |24 formed in the casing and carries at its inner end Va fork l-25, the bifurcations of which engage in the groove formed on member H2 by the anges or collars I I3, H4. Fork |25 is retained on shaft |23 by means of a nut |26 threaded on the lower end of the shaft. When the member H2 moves longitudinally on the shaft 14, as above described, fork. |25 causes shaft |23 torotate and this rotation is transmitted by an arm |21 (Fig. 2) rigidly secured to the outer end of shaft |23 and a. link |28 to an arm |29 rigidly secured to the outer end of a rotatable shaft |30. 'As shown in Fig. 2 the link |28 is disposed outside the casing I, and accordingly the arm |23 and the outer end of shaft |30 vwhich connectstherewith are also disposed outside the casing. A fork or bifurcated member |3I, rigidly secured to the inner end of shaft |30 in any suitable manner as by means of a pin orset screws |32, embraces the rod 45 and engages a pin |33 extending through said rod. When the flywheel 8 and shaft 14 reach a predetermined speed of rotation, and the yweights I I5 move radially outward, the forks |25 and I3| operate through the connections above described to move the rod 45 longitudinally toward the left as seen in Fig. l, thereby displacing clutch jaw 32 into engagement with clutch jaw 33, as above described.

The displacement of member H2 and the resulting rotation of shaft |23 is further adapted to operate a suitable switching mechanism controlling the circuit of the magneto 8|. In the form shown, a terminal block |34 of suitable insulating material is secured to thecasing and carries a plurality of terminals that are interconnected by means of a switching arm |35 of suitable insulating material that is rigidly se- H9 extend through and are preferablycured to and rotates with the shaft |23. Preferably the terminal block |34 is provided with a curved guide plate |36 with which cooperates a correspondingly shaped guide plate |31 carried by the arm |35. Terminal |38 is connected with the terminal of the magneto 8| and is provided with a spring pressed contact |33 (Fig. 1) engaging an arcuate plate |40 of conducting material that is carried by arm |35. An extension I 4| of "said plate |40 is provided with an upwardly turned contact |42 adapted to engage either a terminal |43 leading through the usual distributorq to the ignition circuit of the main engine to be started, or a terminal |44 that is connected to the ignition circuit of the accelerating engine according to the positionvof the switch arm |35.

Instead of operating the piston 5| by explosions of hydroearbonaceous material, such as atomized gasoline, it can be operated by gases generated from the firing of one or more cartridges (Fig. 5) mounted in the cylinder heads 49, and fired electrically by closure of switch |4I, |43, as shown.

Closure of switch |4I, |43, as shown, `can also operate to energize the valve closing solenoid 205 (Fig. 5) and thereby cut off the flow of pressure 4 fluid through conduit 206 (Figs. 5 and 6) leading to nozzle 201 (Fig. 6) which discharges the fiuid against vanes 208 mounted on flywheel 8 (Figs. 1 and 6). The valve 2|0 is initially opened by pulling handle 2H (Fig. 5) to the left, whereupon the fluid from the source (not shown) enters nozzle 201 and impinges against vanes 208 to rotate the flywheel, the exhaust occurring through one or more outlets 2|2 (Figs.

1 and 6).

As soon as flywheel 8 has reached a predetermined speed of rotation, the flyweights I I5 move radially outward and cause relative rotation between the member H2 .and shaft 14, whereupon the member I I2 moves outwardly or to the right as seen in -'Flg. 1v to actuate the shifting mechanism above described. Rotation of switch arm |35 disconnects the terminals |38 and |44 so that the accelerating engine stops, and .connects the terminals |38 and |43 so that the magneto 8|, which is now driven by the flywheel 8 through gears 13, 1| and 86, is connected to the ignition circuit of the engine to be started. 1 Aty the same time shifting fork |3| pushes rod 45 inwardly or,

to the left as seen in Fig. 1, and shoulder 48 on said rod engages the shaft 43 and causes relative rotation between the shaft and nut 34 which in turn causes said shaft to move inwardly or to thel left in said nut until a stop nut |45 on said shaft engages a suitable shoulder |46 formed interiorly of said nut. Spring 41 which tends to be compressed by movement of the shaft 43 now urges clutch jaw 32 resiliently into engagement with clutch jaw 33.

As soon as the engine starts under its own power, clutch Jaw 33 overruns clutch jaw 32 and the inclined faces of the teeth of said jaws are effective to cause clutch jaw 32 to move outwardly, coacting with spring 41 to restore the parts to the position shown in the drawings. As the speed of the ywheel decreases and the yweights tend to return to their initial position, the automatic shifting mechanism tends to be returned to its initial position-ready Ifor another starting operation and any suitable Vresilient means may be employed if desired to assist the return movement of the shifting mechanism.

When the'piston 5| is to be cartridge actuated as indicated in Figure 5, the electric igniting means for the cartridge 20| may be placed in circuit with the switch MI, |43 as indicated in said figure so as to be operated simultaneously with the energization of solenoid 205. With this arrangement movement of the switch arm I4| in response to acceleration of the flywheel to the predetermined speed will simultaneously stop the iiow of fluid in conduit 206 and fire the cartridge 20i.

Changes in the fonn, details of construction and arrangement of parts, will now be apparent to those skilled in the art, and may be made without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition ofthe limits of the invention.

This application is a continuation in part, of my application, Serial No. 707,827, filed January 22, 1934, and in part, of my application, Serial No. 424,692, led January 30, 1930, the former having been led as a continuation of my subsequently abandoned application No. 137,372 of September 23, 1926.

What is claimed is:

l. In an engine starter, in combination, an

engine engaging member, ar flywheel connected` through gearing to said member, a series of vanes on said flywheel, a conduit for directing iiuid toward said vanes to accelerate said y- Wheel to high speed, and means independent of time factors and responsive solely to the attainment of such high speed to discontinue the supply of fiuid to said vanes.

2. In an engine starter, in combination, an engine engaging member, a iiywheel connected through gearing to said member, a series of vanes on said flywheel, a conduit for directing fiuid toward s aid vanes to accelerate said ywheel to high speed, means independent of time factors and responsive'solely to the attainment of such high speed to move said engine engaging member into engine engaging position and means operatively connected withy said last named means to stop the flow of iiuid through said conduit to said vanes.

3. In an engine starter, in combination, an

engine engaging member, a ywheel connected through gearing to said member, a series of vanes on said iiywheel, a conduit for directing uid toward said vanes to accelerate said iiywheel to high speed, means for driving said iiywheel, said means including a reciprocable piston land motion translating connections from said piston to said flywheel, a cartridge adjacent said piston and means responsive to acceleration of said fiywheel to stop the iiow of fluid in said conduit and re said cartridge.

4. In an engine starter, in combination. an engine engaging member, a flywheel connected through gearing to said member, means for accelerating said flywheel, said means including a reciprocable piston and motion translating connectionsv from said piston to said ywheel, a cartridge adjacent said piston, a switch controlling operation of said cartridge and means responsive to acceleration of said flywheel to actuate said switch.

5. In an engine starter, in combination, an engine engaging member, a iiywheel connected through gearing to said member, means for accelerating said ywheel, said means including a. reciprocable piston and motion translating connections from said piston tov said flywheel, an

explosive containing device adjacent said piston, a switch controlling operation of said explosive containing device, and means responsive to acceleration of said iiywheel to actuate said Switch.

6. In an engine starter, in combination, an engine engaging member, a ywheel connected through gearing to said member, means for accelerating said iiywheel, said means including a reciprocable piston and motion translating connections from said piston to said flywheel, an explosive containing device adjacent said piston, electrical means controlling operation of said explosive containing device, and means responsive to acceleration of said iiywheel to actuate said electrical means.

7. In an engine starter, in combination, an engine engaging member, a flywheel connected through gearing to said member, means for accelerating said flywheel, said means including a reciprocable piston and motion translating connections from said piston to said flywheel, an explosive containing mechanism adjacent said piston, means controlling operation of said explosive containing mechanism, and means responsive to acceleration of said flywheel to actuatev said controlling means.

8. In an engine starter, in combination, an engine engaging member, a ywheel connected through gearing to said member, a series of vanes on said ywheel, a conduit for directing fluid toward said vanes to accelerate said ywheel to high speed, and means responsive to the attainment of such high speed to discontinue the supply of fluid to said vanes.

9. In an engine starter, ,in combination, an automatically disengaging engine engaging member, a iiywheel connected through gearing .to said member, means for supplying energy to accelerate said ywheel to high speed, and means responsive to the attainment of such high speed to discontinue such supply 0f energy. A

RAYMOND P. LANSING. 

